Vehicle



Oct; 13,1942. NICQL v 2,298,773 1 VEHICLE v Filed June 13, 1940 10 Sheets-Sheet 1 "John Nicol Oct. 13; 1942. J. NICOL' VEHICLE Filed me 13, 1940 l0 Sheets-Sheet 2 Oct. 13, 1942. J co VEHICLE Filed June 13, 1940 John [V (ca! 10 Sheets-Sheet 4 Ill/1 VEHICLE Filed June 13, 1940 10 Sheets-Sheet 5 Hr I Qh H w om w 91 on m QR m g \9 N y 9 J3 M m3 mm mm N R h w 9 J. ll gm w: m2 5 w m2 (J Wk My NS 3: m @9 3 mm M R MK. N mv\ wk mm I WN m2 RE i o w W o l w: I mm mm 3 km 3: I mm .91 ww v as M 1 0 WW\ w Q.\Q\ m4 k? 1Q b? 9W4 :1 QM

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Oct. 13, 1942; J. NICOL 2,298,773

VEHICLE Filed June 13, 1940 10 Sheets-Sheet 6 John fV/co/ J. NICOL Oct. 13, 1942.

VEHICLE Filed June 15, 1940 10 Sheets-Sheet 7 MPwL:

John [Wco/ J. NICOL Oct. 13', '1942.

VEHICLE Fil ed'June 15,- 194d 10 Sheets-Sheet 8 Ill JB/m [Vico/ 1 gm mafim J. NICOL Oct. 13, 1942.

VEHICLE Filed June 13, 1940 10 Sheets-Sheet 9 i 3% WW Q KM 9//%4m Patented Oct. 13, 1942 VEHICLE John Nicol, Detroit, Mich, assignor to Divco-Twin Truck Company, Detroit, Mich., a corporation of Michigan Application June 13, 1940, Serial No. 340,395

' 3 Claims. (01. 296-35) This invention relates. to vehicles and methods of assembling them and is especially concerned with improved constructional features and methods of assembly employed in ,mounting special bodies on automobile chassis.

The present invention, in its preferred embodiment, will be particularly described withreference to mounting an elongated, wide delivery truck body of large storage capacity upon a stock chassis of conventional model, but the scope of the invention is not limited to such.

Special delivery truck bodies have heretofore been mounted upon stock chassis, but most of these prior vehicles and methods of assemblyare objectionably expensive because it has heretofore-been considered necessary to build a special sub-frame beneath the front endofeach chassis to permit mounting of the body thereon and .to embody costly and complicated rearrangements or the steering gear, brake and clutch pedals and other vehicle controls. V

In all of these prior vehicles and methods of which I have present knowledge, the front fenders are removed entirely from the stock chassis and discarded, and the body which is mounted upon the stripped chassis includes special front fenders which are part of the body construction, whichadds materially to the expense of such vehicles.

With the above state of the art in mind, it is a major object of the present invention to provide a novel vehicle and method of assembling it by combining a special elongated body with a chassis, usually a stock chassis, with a minimum of alteration of the chassis so that the complete vehicle may be assembled inexpensively 'and quickly.

It is a further object of the invention to provide a novel vehicle and method of making it by assembling a special relatively wide, elongated, large capacity truck body upon a chassis wherein the usual front fenders are retained on the chassis and the front end of-the body is rigidly secured to those fenders which thereby comprise structural members strengthening the front end of the body, and wherein the body itself is sufficiently rigid to afford definite reenforcement for the fenders to keep them from weaving during operation of the vehicle.

A further object of the invention is to provide a novel vehicle combination of a special wide body upon a stock chassis wherein the front end of the body is tied directly to the usual front fenders of the chassis and wherein a continuous formed lower edges of the body walls and the upper surface of each of the front fenders.

It is a further object of the invention to provide a vehicle body and chassis combination wherein the body is of such'length' that it extends forwardly over the major part of an engine supported on the front end of the chassis and wherein the interior front end of the body above and adjacent the engine is of novel construction so as to house the engine and provide a maximum of cargo and other front floor space.

A further object of the invention is to provide novel combined vehicle body and chassis construction wherein the body is of such length that it extends over and at least partly houses the forwardly disposed engine and having novel engine cover and elevated loading floor arrangements within the front end of the body. Preferably a section of the loading floor is a hinged :trap door openable for access to the engine for minor repair and like purposes and the engine cover is removable as a unit for major repairs.

It is a further object of the invention to provide novel delivery vehicle or like construction wherein the front end of the body is tied directly to the usual front fenders of the chassis and at least one of the front fenders serves as flooring at the adjacent front corner of the body.

A furtherobject of the invention is to provide a novel special pedal bracket assembly for relocating the vehicle control pedals forwardly of their usual position on a stock chassis when the latter is combined with an elongated body, wherein the pedal bracket is secured rigidly to a main longitudinal member of the chassis and special reenforcing means, such as a rigid gusset plate bridged between adjacent chassis members, is provided for reenforcing the main longitudinal chassis member against twisting due to forces set upwhen the driver steps on a pedal.

Further objects of the invention will presently appear as the description of the invention proceeds in connection with the appended claims and the annexed drawings in which:

Figure l is a side elevation of a complete vehicle constructed according to the invention;

Figure 2 is a top plan View of the vehicle of Figure 1, partially broken away to show the special pedal bracket and the gusset plate for reenforcing the frame;

Figure 3 is an enlarged perspective vieW of the right front corner of the vehicle of Figure 1 illustrating the joint between the body and the flexible sealing strip is secured between suitably 55 fender;

Figure 4 is a front elevation of the vehicle of Figure 1;

Figure 5 is a photographic rear side view illustrating further the joint between the vehicle body and right front fender;

Figure 6 is a section taken along line E6 of Figure 1;

Figure 7 is a section taken along line of Figure 3;

Figure 8 is a section taken generally along line 88 of Figure Figure 9 is a section taken along line 9-9 of Figure 1;

Figure 10 is a photographic view of the interior front end of the vehicle ofFigure Lillustrating the manner in which the body is secured to the front fenders and further illustrating the novel front floor and engine cover. construction;

Figure 11 is an enlarged photographic.- view of the right side of the front end interior of the vehicle. illustrating the front storagefloor and engine trap door arrangements;

Figure 12 is a top plan view of the engine cover and floor unit;

Figure 13 is a sideelevation of the cover" and floor unit of Figure'12;

Figure 14 is a projection of a portionof the cover and floor unit illustrating the steering post aperture;

Figure 15 is a-projection of the forwardly disposed pedal section of the cover and floor unit of Figure 12;

Figure 16 is a rear. elevation of thecover and floor unit of Figure 12;

Figure 17 is a rear elevation of; the front floor support sill and panel assembly unit which extends between the side. door front posts;

Figure 18. is a top plan view of thersill and panel assembly of Figure 17;

Figure 19 is a section taken along line |9|9 of Figure 17;

Figure 20 is a top plan view of theouter toe board interconnecting the front fender, body side wall and theassembly of Figure 17 at the left side of the body;

Figure 21 is a side elevation of the toe board of Figure 20;

Figure 22 is a top planview'of the lower toe board located between the left --front fender and the unit-of Figure 12;

Figure 23 is a side elevation of the toe board of Figure 22;

Figure 24 is a top plan view of the elevated-front floor element within the right front corner of the body comprising part of the cargo platform;

Figure 25 is a side elevation of the floor element of Figure 24;

.Figure26 is a side elevation of the toe board support assembly at the right side of the vehicle;

Figure 2'7 is a frontelevat-ion of the assembly of Figure 26;

Figure 28 is a top plan view of the upper toe board assembly;

Figure 29 is a side elevation of the upper toe board assembly of Figure 28;

Figure 30 is an enlarged side elevation illustrating especially the bracket supporting the clutch and brake pedals forwardlyof their conventional locations;

Figure 31 is a photographic view illustrating the manner in which the rods from the special pedals are connected to the usualclutch and brake controls;

Figure 32 is a top plan view of the mechanism bracket and the gusset plate for reenforcing the chassis rail on which the bracket is mounted;

Figure 33 is an enlarged top plan view illustrating the chassis reenforcing gusset plate as mounted on the chassis;

Figure 34 is a side elevation of the gusset plate assembly of Figure 33; and

Figure 35 is a section illustrating the gusset plate secured between a main longitudinal chassis rail and a transverse chassis member.

Referring to Figures 1-5 the vehicle of the invention comprises a special wide elongated boxlike body I I of large storage capacity mounted directly upon a stock chassis |2. The chassis illusof Figure 30 showing further the special pedal trated in the drawings is a Chevrolet stock chassis but the body can be fitted to practically any desired chassis.

Chassis I2 comprises the usual pair of main longitudinal rails l3 and I4 rigidly held together by a series of parallel cross members mainly indicated at l5, l6, l1 and I8.

Chassis I2 is connected by suitable springsto the usual front and rear axles whose opposite ends are supported by front wheels l9 and rear wheels 2|], respectively. The usual front fenders "2|, 2| which are regarded in the trade as part of the stock chassis over-hang front wheels I9.

Atthe front end of the chassis, the usual engine hood 22 is shortened by removal of its rearportion and interfits with the special body as will be described later. One'upper side panel 23 of hood 22 is hinged at 24 along the central axis of the vehicle for access to the radiator and front end of the engine. Except for the shortened hoodand the special pedal bracket and reenforcing gusset plate later described, chassis I2 is corporated into the vehicle substantially as it is obtained from stock.

Box-like body H is sufiiciently wide to extend laterally over rear wheels 20 (Figure 2) and of sufficient length and width at its front end to extend forwardly over the greater portion of the engine and overhang front fenders 2| and 2|.

Body comprises mainly a rear floor unit 25, a pair of side units 26 and 27, a roof unit 28 and a front end unit 29.. Each of these units is independently manufactured on accurate lies and then incorporated into the body on an assembly line wherein the rear floor unit, side units, front end unit and roof unit are secured together in the order named. Preferably these-unitsare manufactured and assembled into a sturdy all-steel body by the methods and apparatus described and claimed in my copending application Serial No. 296,512 filed September 25, 1939.

As illustrated in Figures 1 and 2, body II is provided at the drivers entrance side with a side doorway defined by parallel vertical front and rear door posts 3| and 32 and opening to a low floor '33 within the body. Floor 33 is disposed in a horizontal plane below the axes of wheels I9 and 20 and only a single short step above the ground upon which the wheels rest, and is spaced sufiiciently from roof 28 to permit an operator to stand upright thereon within the body.

Floor 33 extends inwardly to a vertical panel 34 adjacent chassis rail M. A vertical rear panel 35 connects post 32 to the rear end of panel 34 and a vertical front panel 36 (Figure 10) connects post 3| to the front end of panel 34. These three vertical panels and floor 33 are preferably welded together at adjacent edges before assembly into the body and provide a low step well within the body which is closed by a suitable folding door 31. A narrow running door posts 3| and 32'.

board38, disposed at the leve1 of floor 33, is secured to the body by suitable brackets and extends along the outer body side from front door post 3| to the rear wheel housing arch 39.

Identical low floor step well and running board arrangements are preferably provided at the opposite side of the body between front and rear Step well panels 34 are bridged above chassis rails l3 and M by an intermediate floor 4| to which they are secured at "their rear portions as by bolts 40. A suitable drivers seat 42 is rotatably and vertically adjustably supported above floor 4| and directly above rail 4 so as to be aligned with the vehicle controls.

Body H is preferably the same as that described in my copending application Serial No.

r 333,661 filed May 6, 1940, of which the present to the contour of the upper surfaces of front -7 fenders 2|, so that when the complete body unit II is dropped on the chassis it settles directly into proper position.

Preferably the front body wall is flanged outwardly at 22 (Figure 3) beneath the upper part of the rear edge of hood 22 to provide a support therefor and form a water drain.

With reference to Figure" 10, that portion of side unit 21 which lies forwardly of the doorway comprises front door post 3|; inclined front body corner post 44 and a horizontal panel strainer 45. Front body side panel 46 is welded between posts 3| and 44 and the front end of the roof rail (not shown), and a slab of sponge rubber 41 is provided between strainer 45 and the interior surface of the panel. Strainer 45' is inherently outwardlybowed and compresses slab 41 against the panel 50 as to provide a sweep or crown to the body wall and prevent body noises. Preferably the opposite ends of strainer45 are welded to posts 3| and 44 after the remainder of the skeleton frame of unit 21 has been welded together and panel 46 has been welded securely upon the frame.

Body front end unit 29 comprises an inclined generally V-shaped lower wall 48 provided with opposite side flanges 49 and for bolting it to post 44 and opposite front body corner post 52 of side unit 26.

Front end unit 29 also comprises a rigid, sturdy at 55 and provided with spaced aperturedlugs 56. Suitable bolt assemblies 51 and 58 are provided for rigidly securing the lower edges of the body walls directly to fender 2|.

As illustrated in Figure 11, the front side body wall 46 of unit 26 is flanged inwardly at 53' and provided with spaced lugs'54' through which extend bolt assemblies 51. The'right side of wall;

as the leftside issecured to fender 2|.

In order to prevent undesirable metal-to-metal contact and provide a water and dust-tight joint between the body front and side walls and fenders 2| and 2|, continuous flexible sealing strips 59 and 59' of special design are provided. Preferably these strips are of soft tough rubber molded in generally T-shaped cross-section and comprising abody portion 6| provided at one end with integral arcuate wings 62 and 63 normally I inclined at an acute angle with respect to the body portion. A longitudinal groove 64 between the wings contributes to their flexibility and provides an effective hinge area therefor.

Referring to Figure 3, strip 59' extends from the top of adjacent engine hood side panel 65 downwardly and forwardly between wall 48 and panel 65 to the juncture of panel 65, wall 48 and fender 2 and then laterally outwardly and rearwardly along the intersection of the body front and side walls and fender 2 to terminate below adjacent running board 38. Strip 59 is similarly mounted at the other side of the vehicle.

With reference to Figure 6, body portion 6| of the strip is clenched between panel 65 and an inturned vertical flange 66 along aperture 43 in wall 48. Preferably the strip is formed with an integral resilient lip 61 hooked over flange 66. In Figure '7, body portion 6| of strip 59' is shown clenched between the upper surface of fender 2| andflange 55 along the lower edge of wall 48. Lip 61 is hooked over flange 55.

In Figure 8, body portion 6| of strip 59 is shown clenched between fender 2| and flange 53 at a region of maximum compression where the body wall is bolted to the fender.

In' Figure 9, body portion 6| of strip 59 is shown clenched between the rear part of fender 2| and front door post 3| adjacent running board 38. g p,

' 'Ifwo continuous flexible strips are employed in each vehicle. 'Each of these strips is attached to the completed body unit before assembly with the chassis by means of resilient lip 61 which has suflicient gripping force to retain the strip on the body as it is being dropped on the chassis and while bolts 51,51 and 58 are being tightened. Lip 61 is of course removed adjacent lugs 54, 54' and 56 and at the door post as shown in Figure 9.

When strips 59 and 59 are secured in the i'joints between the body and fenders as abovedescribed, wings 62 and 63 overlie the fender and hood and body wall surfaces on opposite sides of the joint andgrip them tightly in dust and waterproof engagement.

The novelfeatures of'this water and dusttight joint and sealing strip are described and claimed in the United States Letters Patent of Henry V. Hedeen, No. 2,234,121 issued March 4, 1941, to which reference is made for further detail.

' Each front fender 2| and 2| is thereby secured to the body'front end in the manner described above so that the body and fender joints are identical at opposite sides of the body.

Although body unit I overhangs the front end of'th'e chassis and is tightly bolted to fenders 2| Howeven-by,boltingthegfenders directly .to vthe body walls, "the: fenders are; efiectlv ly ;:incor- .porated as structural parts of; thezbody: thereby strengthening it, and the rigiditybf. the..body

in turn serves to hold; the-fenders against-.weaving and prevent them from rattlingrand becoming noisy during operation ofthervehi'cle. .I: find ,that th rigidly'attaehed fenderstend taprevent -enforce each other and: cooperate to.- produce an efiicient and sturdy: vehicle.

Body front end interior .As illustrated in Figure leftfront; fender 2| serves'as a flooringelement at :the left front corner of the body while the-remainder of the front end flooring comprises mainly-a plurality of sheet metal elements of suitable-construction which can be speedily built'into the vehicle after the body has been secured to the chassis.

These flooring elements comprise mainly an inclined outer toe board 1 I, a lower toe board 12, a combined toe board andengine' cover unit 13, an inclined upper toe board 14 an elevated front floor unit 15 and an engine trap door 16 which is connected to floor unit 15 by pianohinges 11.

A front floor support sill and panelassembly 13 (Figures 10 and 1'7) is providedat opposite ends with flanges 19 and 8I-by which it is bolted 'or otherwise rigidly -secured:to opposite door 'Preferably, a sponge rubber strip 86 iscompressed between flange 83 and adjacent-wall 46 and a second sponge rubber; strip 81 is compressed between board H and fender 2| along edge 82 for reducing bodynoises .and'sealing against entry of dirt and fumes.

Toe board H is effectively a substantial rearward continuationof the flooring surface of fender 2I andcovers the depression caused by the sharp downward sweep of the rear end of fender 2 I.

Lower toe board 12 (Figures 10, 22 and 23) comprises a rear section 88 and a-sharply'bent pedal section 89. As shown in"Figure 23, rear section 88 is slightly bowed and has an arcuate outer edge 9I- to follow the contour of fender 2|. The rear end of toe board 12 is bolted at 92 (Figure 10) or similarly rigidly secured to ledge 84 of the sill assembly.

At its inner edge, rear section 88 is formed with a steering post aperture 93 anda fastener elementaperture 94. Pedal section-'89 .is formed along its outer edge with a downturned' flange 95 and at its forward end with a clutchpedal aperture 95. A fastener element aperture 91 is provided adjacent its inner edge.

The outer edge of board 12 ispreferably spaced;

from fender H by a compressed strip of sponge rubber similar to that at 81. Toe board 12 is supported along its inner edge by underlying strips 98 and-99 (Figure-12) secured along the outer edge of unit 13 and proyided with apertures:

IOI and I82 for receiving fastener elements ,Unit 13' comprises mainly a floorportion having a rear section I83 and a sharply inclined pedal section I84 and an arcuate engine cover I05. An upwardly bulged section IDS is provided toclear the engine manifold below rearsection -I03. A' steering post aperture I01, cooperating rwith aperture 93 of board 12, is provided between strips-98 and 99.

{Along its. rear edge, rear floor section I03 is secured as-by bolt I08 to flange 84 of sill assembly 18, and'engine'cover I 05 is secured as'by bolts I09 to a flange HI- along the vertical floor support panel H2 of sill assembly 18. Flange 8| is preferably an integral extension of panel H2.

1 The forward edge or pedal section I 84 is formed with abrake pedal aperture H3 and an accelerator pedal aperture H4. A narrow inclined toe board plate I I5 comprising an integral part of unit 13 projects to the right of cover I05 parallel to pedal section I94 and is provided with a horizontal rear flange H6 which cooperates with a similar flange H1 integral with the outer side "of'cover I95 to. support trap door 16 in closed position. Removable screws H8 or similar fastening elements are used to maintain trap door 16 closed.

Forwardly of flooring units 12 and 13, upper toe-board .14 has secured beneath its rear end a rigid-angle H9 (Figure 28) which underlies and supports thefront edges of pedal sections 89-and I84 and plate H5 and is secured thereto asb fastening elements I2I (Figure 10) 26 and 2'7. The outer end of plate- H5 is'similarly-supported and secured as by bolt I above pledge 125 at the rear end'of panel I24 (Figures 10 and 26.)

Panel I24 is anchored at its upper end as by welding integral flange I21-to the lower part of instrument board 59,'and the lower end of panel 1 I24 is flanged and shaped at I28 to lie along the surface of fender 2| towhich it may be secured in. a suitable manner ifdesired.

A support angle I29 has a leg integrally united asby welding to panel I24 and provides. a ledge .upon which the forward inner edge of cargo .floorg unit 15 rests asv will presentlybe described.

The, left side of. toe board 14. is supported by a vertical panel (not shown), substantially-identical with panel I24 but. omitting. the support angle I29, and is secured theretoas b downturned flange I38 (Figure 29) .and bolts I3I (Figure 10). Pedal section 89 of floor unit 12 also extends over this panel with flange 95 being suitably secured to the panel.

Toe board 14 is shaped at its forward end in accordance with the contour of front body wall 48 and is provided with an upturned flange I32 disposed along wall 48. Preferably flange I32 carries a strip of sponge rubber which is jammed against the inner surface of wall 48 during assembly and held there under compression when bolts I22 are tightened.

Toe board" 14 (Figure 28) is formed with a cable aperture I33 and a hand brake lever aperture I34, an aperture for dimmer light switch button I (Figure 10), clutch and brake pedal 'Frontfloorunit 15 (Figures 10, 11, 24 and 25) is formed with an upturned front edge flange I39 fitted to wall 48 from which it is separated by a strip of sponge rubber MI. The inner edge of floor 15 is supported by ledge I29, and the outer edge of floor 15 is secured as by bolts I42 upon a suitable horizontal brace angle I43 whose opposite ends are secured as by welding upon front body corner post 52 and adjacent door post 3|. Brace I43 is outwardly bowed similarly to strainer 45 and a sponge rubber strip I44 is compressed between brace I43 and adjacent body panel 46. s

A downturned flange I45 (Figure 25) along the rear inner edge of floor 15 provides a support for hinge 11. Floor 15 is supported along its rear edge by panel I I2 and is secured to flange III thereof as by bolts I46.

Rearwardly of panel II2, sill assembly 18 of Figures I1 and I8 comprises a rearwardlyand downwardly sloping ledge I41 which extends entirely across the body forwardly of the doorways and intermediate floor 4| and is provided at opposite ends with downturned integral flanges I48 and I49 which are secured as by bolts I50 and II to front panels 36 of the respective step wells.

Ledge I41 is formed with an intermediate downtumed rear flange I52 (Figures 17-19) and a rigid angle I53 is secured as bywelding to flange I52. The front edgeof floor 4| projects beneath angle I53 (Figure and is secured thereto by suitable fastener elements. Flange I52 is recessed at I54 and angle I53 is flattened intermediate its ends at I55 to clear the vehicle clutch housing beneath.

With reference to Figure 11, wherein sill assembly 18 and engine cover unit 13 are removed, fender 2| is tied directly to the chassis by a special 'Z-shaped reenforcing plate I56 having an upper flange I51 secured to the fender as by bolt I58 and a lower flange I59 secured to chassis rail I3 as by bolts I6I. A similar reenforcing plate I60 (Figure 31) ties right front fender 2| to chassis rail I4.

As shown in Figure 11, fender skirt I10, supported along its upper edge by fender 2|, is equipped with suitable vertical louvre openings I10- providing. efficient engine ventilation. A similar fender skirt is securedto fender 2|.

Floor-unit-15, trap door 16 and the upper part of engine cover I05 provide a sturdy, readily accessible elevated cargo platform of large capacity at the right front end ofthe vehicle. Fender 2|, outer toe board 1|, lower'toe board 12 and the outer portion of cover unit 13 provide a lower level body floor which slopes upwardly and forwardly from inclined ledge I41 The seateddriversfeet are supported by this inclined floor. The flooring and other elements above described are inexpensive and easily and quickly installed. Moreover, these elements are resistant to wear and capable of standing .6 up under the rough treatment to which they are subjected during normal commercial delivery practice.

Controls .Forwardly of the. seated driver is the usual steering post. I62,. the. location. of .which on the chassis hastnot been disturbed,.with its. upper end supported adjacent steering wheel I63 by aspecial bracket I64 bolted to the rear end of instrument board 50. A hand brake, lever I65 of conventional type is also supported on bracket I64 so as, to. be accessible, to, the left hand of the seated driver. V

Clutch pedal I66, brake pedal I61 and accelerator pedal I68 are disposed above the body floor forwardly of 'the seated driver. 'These pedals are located forwardly of vthe positions occupied by the usual 'control pedals on the stock chassis and the conversion employed to anchored to housing I14 at I83 urges the clutch lever toward engaged position.

A brake operating lever I84 is pivoted intermediate its ends on bracket I69 between hollow bosses I85 and I86, and its lower end is pivotally connected at I81 to the piston of a hydraulic masterservice brake cylinder assembly I88 supported in'the usual manner upon the chassis.

Bracket I69 is a conventional part of the stock chassis wherein the clutch pedal was pivotally mounted on boss I16 and the brake pedal was pivotallymounted between bosses I85 and I86. The brake cylinder piston is connected to lever I84 in the same manner that it was connected to the brake pedal on the stock chassis, and the clutch operating elements forwardly of lever I11 are conventional and connected to lever IIlv in the same manner they were connected to the clutch pedal of the stock chassis.

The upper end of lever I11 is pivotally embraced at I89 by the bifurcated rear end I9I of a rod I92. Clutch pedal I66 is an integral unit comprising an arm I93 extending through floor apertures 96 and I35, an elongated bar I94 terminating in a hollow boss I95 and a shorter arm I96 generally parallel to lever I11 and upstanding from boss I95 andpivotally connected at I91 to the bifurcated front end I98 of rod I92.

Boss I95 is pivotally supported on a stub shaft I99 whose outer end is non-rotatably secured within a boss 20I at the apex of a triangular bracket 202 upstanding from chassis rail 14, so that pedal I66 is pivotally mounted on bracket 202 and connected through rod I92 and lever II] to actuate the clutch of the vehicle.

Brake pedal I61 is an integral unit comprising an arm 203 extending through floor apertures [I3 and I31, an elongated bar 204 terminating in a hollow boss 205 and a shorter arm 206 generally parallelto lever I84 and upstanding from boss 205 and pivotally connected at 201 to the bifurcated front end of a rod 208 at the opposite side of the steering post from rod I92. An adjustable clevis 209 on the rear end of rod 208 is pivotally connected at 2 to the upper end of lever I64.

Boss 205 is pivotally supported on stub shaft I99 inwardly of the clutch pedal so thatbrake pedal I61 is pivotally mounted on bracket 202 and connected to actuate the usual hydraulic braking mechanism. 1

Pedals I66 and I61 and the linkages connecting them to the clutch and brake operating mechanisms are of such length and design that manipulation of thepedals in the usual manner only is necessary foroperation of. the vehicle.

Bracket 202 is provided with inclined legs 2I2 and 2|3'rigidly secured upon rail I4 as by bolts 2I4 and 2I5 and. at its outer side is formed with a depending integral flange 2I6 having end lugs.

Ill! and 2I8 at the feet of legs 2I2 and 2I3 respectively and secured to the outer side of rail I4asbybolts2l9 and 22I.

Bracket 202, which is a rigid, sturdy integral unit, is thereby securely fastened to rail I4, and flange 2I6 and lugs 2I'I and 2I8 cooperate with legs 2I2 and 2I3 to prevent lateral rocking of the bracket on the frame when pressure is applied to the pedals.

Bracket 202 is located alongside the engine 222 forwardly of the usual bracket mounting the lower end of the steering post and about midway between the ends of the engine.

As illustrated best in Figure 32, pedals I66 and I6! are supported on shaft I99 laterally inwardly of frame rail I4 so that when the driver steps on the pedals such pressure acting downwardly and to one side at the free-upper end of bracket 202 sets up unbalanced forces tending to rock the bracket about frame rail I4 and inwardly of the chassis. This is especially true of the brake pedal which is subjected to greater pressure and higher reactive forces than the clutch pedal and is located furthest away from rail I4 so that it has greater leverage than the clutch pedal. Bracket 282 is itself so sturdy and its attachment to rail I4 so secure that the bracket is not deformed and remains rigid with rail I4 and these unbalanced forces are transmitted to frame rail I4.

Since bracket 292 upstands a substantial distance above rail I4 it .is effectively a lever of considerable length by which the forces resulting from pressure of the pedals are amplified to exert a relatively powerful twisting effort on frame rail I4.

I have therefore provided reinforcing means bracing the chassis against such torsion. Preferably this reinforcing means comprises mainly a special gusset plate 223 illustrated best in Figures 2 and 33-35.

Chassis cross member I is secured to the inner side of channel shaped rail I4 as by the usual rivets 224. Forwardly of member I5, rail I4 is lined by a short channel section 225 whose upper leg 22'! projects rearwardly along the underside of the leg of rail I4 to a point above the end of member I5. Channel section 225 is preferably welded, riveted or otherwise suitably secured to rail I4.

Gusset plate 223 is a short metal plate of about the same thickness as chassis rail I4 provided with a horizontal upper end flange 228 underlying leg 221, an inclined body section 229 and a suitably bent lower fiange 23I adapted to traverse the upper surface 232 of member I5. Plate 223 is cut away along its inner edge 233 to clear the steering post mechanism and is provided with a circular aperture 234 above member I5 to permit access to the clutch linkage for repair and assembly.

At its forward end, plate flange 228 and leg 22'! are apertured in alignment with an aperture in rail I4 to receive bolt 2I5 which thereby secures both pedal bracket leg 2I3 and the front end of the gusset plate to frame rail I4. A boltassembly 235 (Figures 31 and 34) secures the lower end of plate I69 to rail I4 and the gusset plate.

Referring to Figure 35, plate 223' is welded directly to rail I4 as indicated at 236, and flange 23I is weldeddirectly upon the upper surface of member I5 as indicated at 231*and 238. Plate 223 thereby provides an integral bridge between rail I4 and member I5 so that the above described torsion forces tending to twist rail I4 counterclockwise (Figure 3 5 as a result of pressing on the; brake pedal are effectively resisted and counteracted-by the-rigidity of plate otally supported on a bracket 243 secured upon the bottom surface of toe board "I4. A second arm 244, also rigid with shaft 242, is pivotally connected to one end of 'a throttle rod 245, the

latter being connected to operate the throttle valve of carburetor 246.- Depression of pedal I68 thereby controls the engine throttle. A suitable hand throttle knob (not shown'but accessible to the seated driver) is connected to arm 241- rigid with shaft 242.

Starter button 248- projects throuhg a hole in flooring 88 just forwardly-of seat Hand is connected at its lower end to a strap 249 (Figure 30) pivoted upon one end of a transverserod 25I. Rod 25I is pivotally supported on clutch housing I14 and extends across the chassis to be connected to operating linkage-252 of themgine starter assembly 253 (Figure 11)., The starter operating linkage is unchanged from the stock chassis.

Rearwardly of the engine and conveniently beside the drivers seat, the usual transmission operating lever 254 projects, upwardly through a suitable aperture 255 in floor 4I.

Referring to Figure 11, signal horn 255 is supported on a bracket 25'! secured to chassis rail I3 by the bolts I6I which also secure flange I59 of plate I56 to the chassis. Horn 256' is thereby accessible for repair and adjustment beneath trap door I3. Also conveniently accessible beneath trap door I6 are starter 253, distributor 258, oil filler pipe 259, and the-oil stick gauge (not shown). Access to the, generator located at the front left side of the engine, is gained by removing the left toe boards or through a suitable openable panel in the left fender skirt (not shown).

Conversion and assembly- In order to-prepare a stock chassis. I2 for body II, the conventional clutch,- brake andaccelerator controls are removedand replaced by the controls and associated arrangements described above in connection with Figures 30-35. There is no alteration of the steering or transmission controls so that conversion of the controls, involving mainly securing bracket-2,92 and gusset plate 223 on the chassis and installation of the new control pedals and linkages, requires only a relatively short time.

Where the chassis are obtainedin large numbers from the manufacturer, thesealtered controls may-..,be,b.uilt, directly into the chassis to save the additionallaborof c nve s on d rin cured to the chassis. Then the front body end is secured to fenders 2| and 2| by bolt assemblies 51, 51 and 58, and bracket I64 is secured to steering post I62.

Sill assembly 18 is then attached between posts 3| and 3|, and intermediate floor 4| and the step wells are bolted to the body. After this the various toe board, engine cover and cargo platform elements are secured within the body front end as above described. Installation of brake I65, drivers seat 42 and door 31 substantially completes the assembly.

I The above described manner of assembling the body upon the chassis is effective for adapting the body to chassis having a range of inches in wheel bases. If necessary the toe boards and the other sheet metal elements within the body [front end can be altered in shape and size to suit the chassis being fitted.

The vehicle of the invention is especially adapted for urban delivery service and the illustrated embodiment has a load space of approximately 290 cubic feet.

The body, which is of the all steel type of construction above described, is free from objectionable noises and the manner in which it is secured to the chassis provides a sturdy quiet vehicle which has a long operating life.

The invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiment is therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and. range of equivalency of the claims are therefore intended to be embraced therein.

What is claimed and desired to be secured by United States Letters Patent is:

1. In combination with a self-propelled vehicle stock chassis equipped with a forwardly disposed engine and its standard front fenders; an elongated substantially complete self-sustaining boxlike body unit of large storage capacity constructed distinct from said chassis and adapted to seat directly upon said chassis with the front end thereof at least partly extending over said engine and overhanging said fenders; means securing said front end of the body directly upon said fenders so that the latter become rigid with the front end of the body, the lower ends of the front and side body walls being formed to follow the changing contour of the fender surfaces therebeneath; a side doorway opening to a low entrance floor within said body; an upstanding engine cover within said body forwardly of said doorway; an elevated cargo platform at one side of said engine cover forwardly of said doorway and said entrance floor so that said cargo platform is readily accessible to a driver standing on said floor; and a floor at the other side of said engine cover arranged at a lower level than said platform forwardly of said doorway.

2. In the vehicle defined in claim 1, the front fender at said other side of the engine cover serving as flooring for the adjacent front corner of said body.

3. In combination with a self-propelled vehicle stock chassis comprising the usual chassis frame supported by front and rear wheels and supporting an engine at its front end and being equipped with its usual front fenders disposed at opposite sides of said engine; a relatively long, rigid, substantially complete, self -sustaining boxlike body unit constructed distinct from said chassis and adapted to seat directly upon said chassis, said body unit being of sufficient width to extend laterally over the rear wheels and. being of sufficient length and width at its front end to extend forwardly over the greater portion of the engine and overhang the front fenders; and means securing said body unit to the chassis including means directly fastening the front and side body walls to the front fenders therebeneath, the lower ends of said body walls being formed to closely follow the changing contour of the fender surfaces therebeneath, and said fenders being thereby incorporated into the front end of the body unit.

JOHN NICOL. 

